Modular locomotive brake controller

ABSTRACT

A modular locomotive brake control unit according to the present invention includes a manifold having mounted thereon at least two of a brake pipe module, a brake cylinder module, a brake signal module, equalization reservoir module, independent brake module, and an actuating module. Each of the modules includes a module controller in a network with a unit controller and an electric brake valve. The modules and brake valve controllers include an identification and software identification which is monitored by the unit controller. The module controllers also include an event log. The unit controller provides commands and software to an receives data from the module controllers.

This application is a 371 of PCT/US97/13697 filed Sep. 12, 1997 whichclaims benefit to U.S. provisional application Ser. No. 60/026039 filedSep. 13, 1996.

BACKGROUND AND SUMMARY OF THE INVENTION

The present invention relates generally to computer controlled railroadlocomotive brake equipment and more specifically to a modular computercontrolled locomotive brake controller.

The availability of computer controlled railroad brake equipmentincludes the CCB equipment available from New York Air BrakeCorporation. The CCB locomotive brake control equipment is described inU.S. Pat. No. 5,172,316 and is illustrated in FIG. 1 and 2. The numbersused throughout this application correspond to that used in this patentfor sake of clarity and consistency. With computerized and electriccontrol, the operation of the locomotive and the train must be safe forfailure of any electrically controlled portion.

With the addition of electropneumatic braking and other electricsubsections, there has been a proliferation of new onboard locomotivesubsystems. This has resulted in a squeeze of real estate available inthe locomotive. Since the interconnection of these various subsystemshave been added one by one, it has increased the complexity of theirinterconnection and their weight. For example, the complexity of thebrake control portion or pneumatic control unit 62 of the CCB isillustrated in FIG. 3. The manifold is complex and wiring must beconnected to each of the individual electrical valves and transducers.There are thirty-four line replaceable units mounted to this manifold.Since the locomotive cannot carry thirty-four of the individualcomponents, the whole locomotive must be taken into a shop for repair.

The complete brake control portion 62 can be removed and a new oneinserted. This takes a substantial amount of time because of the numberof wires and interconnections for the electrical components. The brakecontrol portion 62 would then have to be tested and the individual partsreplaced. Also, the brake control portion 62 is not adaptable to addingnew functions nor to removing existing functions as the designrequirements change in future locomotives. With increased sophisticationwithin the locomotive, there is also a need for locomotive integrationto allow communication and control between the various systems andsubsystems.

A modular locomotive brake control unit would include a manifold havingconnected thereto a brake pipe module, brake cylinder module, anelectropneumatic equalization reservoir module, an electromagneticindependent brake module, each controlling pressure at a correspondingport. Also, mounted to the module is an electropneumatic brake signalmodule providing a pneumatic brake signal to the brake cylinder module.At least the electropneumatic modules include electropneumatic andpneumatic elements and a modular controller.

The module controllers include a common structure of a processor, pluralanalog input ports, plural digital input ports and plural digital outputports. The processor includes a closed loop pressure controllerreceiving inputs from the processor and one of the analog inputs andproviding a digital output. The common structure includes a transceiverconnected to a network with the other transceivers of the other modules.

The modules include a storage having an identification data therein andevented data. A junction box on the manifold connects theelectropneumatic modules to an external source of electric signals. Atleast one pressure transducer is provided on each electropneumaticmodule. Two brake pipe pressure transducers are provided in separatemodules as are two supply pressure transducers. The brake pipe modulemay also include at least one electropneumatic valve and a modularcontroller. An electropneumatic actuating module may also be provided onthe manifold for controlling pressure at the actuating port andincluding electropneumatic and pneumatic elements and a modulecontroller. The brake pipe module includes at least one electropneumaticand a modular controller.

A modular locomotive brake control unit according to the presentinvention could also include a manifold having mounted thereon at leasttwo of a brake pipe module, a brake cylinder module, a brake signalmodule, and an equalization reservoir module, an independent brakemodule and an actuating module. It also includes a storage having anidentification data therein on each of the modules. A unit controllerreceives the identification data from each of the modules. A modulecontroller in each of the modules connects the storage to the unitcontroller. The modules also store event data and an operating programwith program identification data. The unit controller receives theprogram identification data from and transfers operating programs to themodular controllers.

The modules include a pressure transducer and transmit the pressurevalues to the unit controller. The modules also include electropneumaticdevices and provides the device status to the unit controller. The unitcontroller sends device override commands to the modular controller. Theelectropneumatic devices control pressure at the module to a targetpressure in response to a brake handle position signal received by themodular controller. The unit controller sends target override pressuresto the modular controller to override the handle responsive targetpressures. The unit controller also sends modular override commandsignals, operating mode commands and calibration data to the modularcontrollers. The modular controller includes an event log and storesdata therein during an event or upon prediction of an event.

A modular locomotive brake control unit according to the presentinvention includes a manifold having mounted thereon at least two of abrake pipe module, a brake cylinder module, a brake signal module,equalization reservoir module, independent brake module, and anactuating module. Each of the modules include a module controller, andan electropneumatic device. A unit controller is connected to each ofthe module controllers. The unit controller sends calibration data tothe module controller. The device on the modules control pressure to atarget pressure. The unit controller sends target pressures to thecontrol modules. The control devices at the modules control pressure inresponse to brake handle positions and the unit controller sends targetoverride pressures to override the handle response of target pressures.Each of the modules include a pressure transducer and the unitcontroller receives pressure values from the module controllers. Themodule controllers can also send pressure values to other modulecontrollers.

A modular locomotive control unit according to the present inventionincludes a manifold having at least two of a brake pipe module, a brakecylinder module, a brake signal module, equalization reservoir module,independent brake module, and an actuating module. Each of the modulesinclude a module controller. A unit controller provides interface withlocomotive units and a brake handle controller is also provided. Acommunication network is created interconnecting the modularcontrollers, the unit controller and the brake handle controller. Ajunction box is provided on the manifold. The module controllers areconnected in the communication network with the unit and brake handlecontrollers through the junction box. The controllers are connected asnodes in a LonWorks communication network. The communication networkincludes electropneumatic brake controllers on the individual cars inthe train. The module controllers and the brake handle controller eachinclude an identification data processed by the unit controller. Themodule controllers also store event data which is provided to the unitcontroller. The module controllers and the brake handle controller alsostore an operating program and program identification which is providedto the unit controller. The unit controller can transfer operatingprograms to the module and brake handle controllers. The unit controlleralso transmits clock value signals to the clocks on the modulecontrollers.

A modular locomotive brake control unit according to the presentinvention includes a manifold having at least two of a brake pipemodule, a brake cylinder module, a brake signal module, equalizationreservoir module, independent brake module, and an actuating module. Amodule controller is provided on each of the modules and includes anevent log and data stored therein. The module controller stores datatherein upon determining an event or upon predicting an event. Themodule controller sends an event signal to the unit controller uponevent determination. The unit controller periodically sends a clockvalue signal to the clocks on each of the modular controllers.

A modular locomotive brake control unit according to the presentinvention includes a manifold having at least two at of a brake pipemodule, a brake cylinder module, a brake signal module, equalizationreservoir module, independent brake module, and an actuating module.Each of the modules include a module controller having an operating modeand an electrical device having a status. A unit controller is connectedto each of the module controllers for controlling the mode of themodules and overriding the status of the devices. The module controllersignore device overrides when in a normal mode and obey device overridesin a test mode. The module controller stores an operating program,executing the operating in the normal mode and not in the test mode. Themodule controllers obey device overrides and execute the operatingprogram in a monitor mode. The modular controller has a normal mode anda test mode and is in the normal mode in absence of the test modecommand from the unit controller. The unit controller has the ability totransfer any operating programs to the modular controllers.

Other objects, advantages and novel features of the present inventionwill become apparent from the following detailed description of theinvention when considered in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic representation of a locomotive control system ofthe prior art.

FIG. 2 is a block diagram of a computer controlled railroad locomotivebrake equipment of the prior art.

FIG. 3 is a plan view of the brake control portion of the system of FIG.1 of the prior art CCB.

FIG. 4 is a schematic representation of a locomotive control unitaccording to the principles of the present invention.

FIGS. 5A and 5B are a data flow diagram of the locomotive control unitof FIG. 4.

FIGS. 6A, 6B and 6C are a data flow diagram for the electropneumaticcontrol unit according to the principles of the present invention.

FIG. 7 is a block diagram of an electronic brake valve according to theprinciples of the present invention.

FIG. 8 is a block diagram of the locomotive control unit of FIG. 4.

FIG. 9 is a plan view of the electropneumatic control unit incorporatingthe principles of the present invention.

FIG. 10 is a block diagram of a power supply junction box according tothe principles of the present invention.

FIG. 11 is a block diagram of the equalization reservoir control portionaccording to the principles of the present invention.

FIG. 12 is a block diagram of the brake pipe control portion accordingto the principles of the present invention.

FIG. 13 is a block diagram of the brake signal or 16 pipe controlportion according to the principles of the present invention.

FIG. 14 is a block diagram of the actuating or 13 pipe control portionaccording to the principles of the present invention.

FIG. 15 is a block diagram of the independent or 20 pipe control portionaccording to the principles of the present invention.

FIG. 16 is a block diagram of the brake cylinder control portionaccording to the principles of the present invention.

FIG. 17 is a block diagram of the triple valve control portion accordingto the principles of the present invention.

FIG. 18 is a block diagram of the control node of the electropneumaticcontrol unit according to the principles of the present invention.

FIG. 19 is a schematic of the wiring harness for the electropneumaticcontrol unit according to the principles of the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

A computerized locomotive control system of the prior art is illustratedin FIG. 1. It should be noted that in the Figures the fluid lines of thepneumatic system will be illustrated by solid (FIGS. 1, 2) or thick(FIGS. 6, 8, 10-17) lines whereas the electrical interconnections willbe illustrated by dash (FIGS. 1, 2) or thin (FIGS. 6, 8, 10-17) lines.Wherever possible, the elements in the Figures will have the samenumbers as those of the prior art described in FIGS. 1 and 2. Allmodifications will have a reference number in the hundreds. A mastercontrol stand 50 includes the automatic brake handle 31, the independentbrake handle 32 and the throttle 39. The locomotive includes the brakepipe 40, the main reservoir equalization pipe 41, the independentapplication and release pipe 42 (#20 pipe), actuating pipe 43 (#13pipe), and a 27-wire multiple unit electrical trainline 44. The standardpair of vent valves 46 are provided on the brake pipe 42.

The master control stand 50 is fluidly connected to the brake pipe 40 soas to directly apply an emergency condition fluidly to the brake pipe. Aconductor valve 49 is also connected to the brake pipe 40 to apply anemergency condition. The master control stand 50 is electricallyconnected to the microcomputer 56 as are touch screen display 52 and anauxiliary control stand 54. Microcomputer 56 is connected to thepropulsion package 45, which is a standard prior art propulsion package,and both are connected to the 27-wire trainline 44 for electricallycommunicating with the other locomotives on the train.

An electropneumatic interface control valve 60 between the microcomputer56 and the pneumatic braking system is shown as including the brakecontrol portion 62 and an auxiliary portion 64 both connected to pipebracket 63. Interface control valve 60 provides all the functions of thecontrol of the brakes, both pneumatically and electrical signalling, andfor auxiliary controls. The pipe bracket 63 is a connection of all pipeinterfaces which provides a unitized valve for simplification ofmaintenance. The pipe bracket 63 has the required reservoir for brakeoperations and contains disposable filters for the pneumatic inputs.

The brake control portions 62 provides for all braking portions found onthe locomotive. This controls the brake pipe 40, the brake cylinder 66of the locomotive, independent brake pipe 42 and actuating pipe 43. Itprovides all the required electrical interfaces for the operation of thebrake system. The auxiliary portion 64 provides pneumatic controls forthe special functions. This may be for the sanding, pneumatic horns,bells, etc. Auxiliary portion 64 operates independent of the brakevalve.

A first main reservoir 47 is connected to the main reservoirequalization pipe 41 as is a second main reservoir 48. The second mainreservoir 48 is connected to the electromagnetic interface control valve60.

The system of FIG. 1 is a simplification of the controls byconsolidating the numerous engineer control devices in a centrallocation. Controls have been consolidated into a three handle mastercontroller unit 50 and a touch screen display 52. All of the normaltrain operation will be obtainable through these two devices. A fuelpump, engine run, headlights, auxiliary lights and heater controls arenot incorporated into the microcomputer 56 since they would not simplifythe operation. These functions are in the auxiliary control stand 54.Other than the master control stand 50 and the brake pipe 40 providingan emergency brake application directly to the brake pipe 40, the mastercontrol stand 50 is connected to the pneumatic part of the brake systemthrough the microcomputer 56.

The automatic brake handle 31 provides signals to the microcomputer 56to the level of command brake or special commands. The independent brakehandle 32, which provides independent control over the locomotive brakeversus the train brake of the automatic brake handle 31, also providessignals to the microcomputer 56 proportional to handles extremepositions. The independent brake handle 32 includes a button 32b whichactuates a momentary switch. The pressing of button 32b is a command topressurize the actuating pipe 43. Release of the button will vent theactuating pipe 43. This provides the "bail-off" feature of the automaticbrake and if the button is continuously depressed, "bailoff" of anemergency brake. Alternatively, the independent brake handle 32 coulditself be physically depressed to effectuate this function mechanicallyand pneumatically. The throttle 39 is a control for the 27-wiretrainline 44 for power and dynamic braking.

An overview of the brake control portion 62 of the interface controlvalve 60 will be described with respect to FIG. 2. The brake controlportion 62 is connected to main reservoir MR, the main reservoirequalization pipe 41, and exhaust EXH as well as the equalizationreservoir 36, the control reservoir 65, and the auxiliary reservoir 68pneumatically. It also provides a pneumatic output to the brake cylinderBC, 66, the brake pipe 40, the independent application and release pipe42 and the actuating pipe 43.

Brake control portion 62 receives electrical control signals for theequalization reservoir pressure, brake pipe cutoff valve, the controlreservoir pressure, the independent application and release pipepressure and the actuating pipe pressure from the microcomputer 56.Inputs to the microcomputer 56 includes the automatic brake andindependent brake electrical signals from the master control stand 50,penalty inputs from standard penalty devices as electrical signals aswell as a group of electrical feedback signals. These feedback signalsfrom pressure sensors in FIGS. 2 and 3 include brake pipe pressure 70,emergency cutoff pressure 71, equalization reservoir pressure 72,control reservoir pressure 74, brake cylinder pressure 73, actuatingpipe pressure 76, and independent application and release pipe pressure75, main reservoir flow 77 and main reservoir pipe pressure 78.

The elements in the layout of the pneumatic control unit or brakecontrol portion 62 mounted to a manifold or pipe bracket 63 isillustrated in FIG. 3. The numbers used are those in the previouslymentioned U.S. Pat. No. 5,172,316. The unit includes brake pipe, 13 pipeand 20 pipe filter 67. Brake pipe transducer 71, brake cylindertransducer 73, main reservoir transducer 78 and reservoir flowtransducer 77 are mounted directly to the manifold. A pressure switchPS-BP for an emergency pressure sensor 70 for the brake pipe is alsoprovided on the manifold. The pressure sensing port PS-13 for the 13pipe pressure switch 76 is also shown directly on the manifold. Theequalization reservoir transducer 72, brake signal or 16 port transducer74 and independent or 20 pipe transducer 75 are mounted to theirpressure controllers 82, 91 and 98 respectfully.

The actuator or 13 pipe controller 99 is also mounted to the manifoldand includes a 13 cut-off valve 13 CO, a 13 magnetic exhaust valve MV13Eand a separately mounted supply magnetic valve MV13S. A magnetic valveMVER 83 connecting the equalization reservoir controller 82 toequalization reservoir is mounted on the manifold directly as are brakepipe relay 84 and brake pipe cut-off 86. The brake pipe cut-off 86includes a piloted pneumatic section BP-CO and its electropneumaticportion MV53. A piloted vent valve PVEM 87 is mounted to the pipebracket to vent the brake pipe and is controlled by an electropneumaticvalve MVEM 89. The output of the control reservoir pressure control 91is connected through tow cut-out valve MV16T 92. The emergency valve PVE95 and double check valve DCV 96 are also mounted on the manifold. Theoutput of the double check valve 96 controls the brake cylinder relay 37also mounted to the manifold. Test points TP are provided throughout themanifold.

It should be noted that the triple valve 93 response to the brake pipeis not shown since in the CCB it is not mounted on the manifold with theother elements. A review of FIG. 3 indicates that there are asubstantial number thirty-four line removable elements mounted to themanifold. All of the elements related to one particular function are notmounted in a single module, and thus cannot be removed as a singlemodule for replacement, repair or elimination of that function.Similarly, different line removable elements are mounted by differentfasteners and nuts and therefore a multitude of tools are needed inorder to service the pneumatic control unit.

An overview of the locomotive brake control unit according to thepresent invention is illustrated in FIG. 4. The system includeselectronic brake valve EBV which serves as the input portion through thehuman-machine interface. The electronic brake valve EBV includes theautomatic brake handle 31 and an independent brake handle 32 with abail-off switch. An easy to read digital display provides instantaneousinformation on the equalization reservoir target pressure. This avoidsthe feedback delay inherent in other systems and allows the locomotiveengineers to excise precise braking control. As a failsafe feature, theelectric brake valve EBV operates a direct acting emergency venting ofthe brake pipe. It also includes a configurable display.

An integrated processor module IPM is the host computer for distributedpower in an electronic air brake system. The IPM manages the electricalinterfaces between the brake system, the locomotive and the train. Itcommunicates with integrated locomotive and interfaces electricaltrainlines. The IPM can communicate with a portable testing unit forrunning system diagnostic tests and trouble shooting. It also has theability to handle and/or include distributed power with the appropriatehardware and software upgrades. The IPM provides high level brakecontrol logic, locomotive system integration communication orinterfacing. It should be noted that a preferred distributor system isLOCOTROL Distributed Power Control available from GE-Harris. It includesthe display, for example, pressure and remote sessions, set upcapability (lead/trail), penalties and diagnostic file log.

An electropneumatic control unit EPCU manages the pneumatic interfacebetween the brake system, the locomotive and the train. It controls thelocomotive brake cylinders, brake pipe, independent application andrelease pipe and the actuating pipe. The electropneumatic control unitincludes those portions of the system which relate to the individual,pipes. Each of the portions includes electronics and pneumatics whichcombined into an integral line replaceable units for modules. Each linereplaceable unit reflects basic operational entity within the system,can be ready-track replaced in twenty minutes using a single wrench andbe light enough to be moved by a single person. The electronics of eachof the line replaceable units are potted, are a standard configurationand are independent of each other. As can be seen from FIG. 4, theelectropneumatic control unit EPCU includes only seven replaceable unitsas compared to the thirty-four of FIG. 3 of the prior art.

By providing modular portions in the EPCU, improves serviceability anddecreases down time of the locomotive. It also allows upgrading aspecific portion of the electropneumatic brake control by replacing allportions of that function simultaneously. It also allows elimination ofa particular portion as the need and later designs of locomotive andtrain systems are changed. It also allows substantially easier redesignfor customer demands as well as upgrades the future designs. Similarly,by providing the line replaceable units with all the pneumaticelectronic and electropneumatic elements on the same block, simplifiesthe design of the manifold since the interconnection of the elements onthe modules are in the line replaceable units.

The different portions of the locomotive control unit are interconnectedby an Echelon LonWorks Network. This not only interconnects the modulesof the EPU, but also connects the EPU to the IPM, EBV and the EP router.The system also has the capability of communicating withelectropneumatic controls to each of the individual cars through the EProuter. Since the American Association of Railroads, AAR, has selected astandard for electropneumatic car brakes incorporating the EchelonLonWorks communication protocol, ease of communication is reduced. Thisreduces the number of protocols throughout the train system. Theintercommunication of the line replaceable units also allowscommunication between the line replaceable units or modules and allows abackup or redundancy of one unit for another.

The ultimate design of the locomotive brake central unit or system ofthe present invention occupies only 13,670 cubic inches. This issubstantially smaller than the prior art previously discussed asoccupying 14,000 and 28,000 cubic inches.

An overview of the data flow diagram for the locomotive brake system ofFIG. 4 is illustrated in FIG. 5 and the date flow diagram for the EPCUis illustrated in FIG. 6. The individual line replacement units of theEPCU include Neuron chips or microcomputers which containself-diagnostic capabilities. Diagnostics from each line replaceableunit can be downloaded for quick, efficient trouble-shooting. Themodular design allows for ready-track replacement of the LRU'seliminating the need to pull the locomotive out of service. Thiscapability simplifies the maintenance task and offers potential tooperate the fleet using a "maintenance-on-condition" strategy. Bygrouping along natural boundaries and using network nodes, itfacilitates the software development. Each network node componentcombines hardware-software "object" with an inherently clean interface.

A block diagram of the electric brake valve EBV is illustrated in FIG.7. The control node includes communication with the Lon Networks andreceives a 24 volt input. Connected to the control node is the displayfor the equalization reservoir target. The automatic brake handle 31provides electrical inputs to electrical portions automatic apply, AP,automatic release, AR, automatic emergency 1 and 2, AE1, AE2 and ventvalve VV. The output of the automatic apply and automatic release andautomatic emergency 1 are provided to the control node. The output ofthe automatic emergency 2 is provided as an output signal MV53 toelectromagnetic valve MV53 of the EPCU to vent the brake pipe. Alsoresponsive to the electrical signal from the automatic brake handle 31,vent valve VV provides a pneumatic vent signal on pipe 21 also to ventthe brake pipe in the EPCU.

The independent brake handle 32 provides an electrical signal to thecontrol node via independent pressure section IP, independent releasesection IR and independent maximum section IM. The electronic bailoffsignal from the independent handle portion 32B provides a first bailoffsignal BO1 to the control node and a second bailoff signal from sectionBO2 as a bailoff output signal BOBU to the bailoff portion of the EPCU.A more detailed illustration of the electrical, mechanical and pneumaticinterconnection of the elements of the system are illustrated in FIG. 8.The integrated processor module IPM is shown connected to an integratedlocomotive computer ILC, and to a portable test unit PTU by an RS 232connection. The other inputs to the IPM are from the propulsion anddynamic braking controller.

The electropneumatic control unit EPCU includes the brake pipe controlmodule BPCP, an equalization reservoir control portion ERCP, adead-in-tow triple valve DBTV, a brake signal or 16 pipe control portion16 CP and independent or 20 pipe portion 20 CP, a brake cylinder controlportion BCCP, an actuating pipe or 13 pipe control portion 13CP and apower supply junction box PJGB. Each of these modules are linereplaceable units with the electrical interconnection being in thenarrow lines and the pneumatic interconnection being in the thickerlines. A communication loop is LonWorks and includes a 24 volt powerline.

A view of the individual line replaceable units or modules andinterconnection by a single wire harness 100 is illustrated in FIG. 9.The wire harness 100 includes all of the electrical interconnectionbetween the individual line replaceable units or modules with each otherand to outside control signals via the power supply and junction boxPSJB.

In the particular embodiment shown, there is no connection to the brakecylinder portion BC or the triple valve portion TV. In the preferredembodiment, each of these modules would include a control node or atleast some form of communication and therefore, there would be aconnection to these modules as well by the wire harness 100. Theschematic of the wiring harness is illustrated in FIG. 27 with theconnections being illustrated in FIGS. 28a and b and 29a and b andhaving connector in FIG. 30. These will all be discussed below. By usingone wiring harness, the interconnectability and replacability issubstantially simplified.

A single sized fastener 102 is used to connect each of the linereplaceable units to the manifold 104. It should be noted that all ofthe required filter 67 are also directly mounted to the manifold. Byusing a single size or headed fastener, a single tool can be used toremove all of the line replaceable units. It should also be noted thatthe line replaceable units are designed such as not to weigh more than,for example, 35 pounds. This allows an individual to easily remove andhandle the line replaceable units or modules.

Besides the single portion connection or connector for all of theelectrical wires using the wiring harness 100, each of the linereplaceable modules include the appropriate test points physically onthe module. Similarly, each of the modules include the required pressuretransducers to be used by their local control node or microprocessor andconnection as well as through the wiring harness.

A block diagram of the power supply and junction box PSJB is illustratedin FIG. 10. The inputs from the locomotive are 74 volt input, trainline21 which is the dynamic brake begin signal and trainlines 13 and 4 whichare the positive and negative lines. The interface with the electricbrake valve EBV are LonWorks communication line LON, and 24 volts powerwhich is produced by a filter and 24 volt power supply from the 74 voltinput from the locomotive. A bailoff back-up signal BOBU which providedto the relay K1 as an input to relay K1, and the vent signal MV 53 formagnetic valve 53 of the EPCU to vent the brake pipe. The input from theintegrated process module IPM is the LonWorks line LON and the emergencyvent signal EMV.

The dynamic brake begin signal TL 21 is provided through a filter as anoutput to an output TL 21 to the line replaceable units. The bailoffback-up signal BOBU is provided through the relay K1 to magnetic valveMV13 of the line replaceable unit for the 13 portion. An automaticemergency signal MV 53 from the electrical brake valve is provided as anoutput MV 53 to the brake pipe control portion BPPC.

Although individual cables bring the input from the IPM, EBV and LOC tothe power supply junction box, all of the electrical outputs to the linereplacement units or modules are preferably via the wire harness 100.The embodiment shown in FIG. 9 where the brake cylinder control portionBCCP and the triple valve portion TV do not include electronic elements,in one embodiment, they may each individually include dynamic brakeinterlocks. In such a case, the dynamic brake interlock electricalsignal TL 21, would be connected either individually by an individualwire or as part of the wiring harness 100.

The equalization reservoir control portion as illustrated in FIG. 11includes a control node connected to the LON network and receiving a 24volt supply. The main reservoir MR is connected to the equalizationreservoir controller 82 which includes an apply and release valve and anequalization reservoir transducer 72 connected to the output thereof. Amain reservoir transducer 78 is also included. The equalizationreservoir test points ERTP and main reservoir test points MRTP are alsoprovided on the ERCP module. The brake pipe is connected through DEF/CCVwhich includes a charging choke and check vale which allows charging ofthe main reservoir from the brake pipe. An equalization reservoirback-up signal ERBU from the 16 module is provided to theelectropneumatic equalization reservoir (ER) select valve MVER 83/180.The ER select valves selects between the ERBU signal or the output ofthe ER pressure controller 82 of the control node. The electropneumaticvalves of the ER pressure controller 82 are also controlled by thecontrol node. The output of the ER select valve 83/180 is ERP which is apressure that controls the pressure at the equalization reservoir.

The brake pipe control portion or module BPCP as illustrated in FIG. 12includes a control node interconnected to the LON and receiving a 24volt power signal. The main reservoir is connected to the brake pipecontrol module which includes a second main reservoir transducer 78' andmain reservoir flow transducer 77. A flow test point TPFL is alsoprovided. The main reservoir MR is also connected to the brake piperelay valve 84 which receives a control signal from the equalizationreservoir ER. The output of the brake pipe relay 84 is provided to thepneumatic brake pipe cut-off valve 86 which receives a control signalfrom an electropneumatic MV 53. MV 53 is controlled by the control nodeand also receives an electric signal MV 53 from the automatic handle 31of the electric brake valve EBV as illustrated in FIG. 7 through thepower supply junction box. The brake pipe transducer 71 is connected tothe brake pipe at the vent valve at either end of the locomotive andprovides its output to the control node. A brake pipe pressure testpoint TPBP is also provided. If the present locomotive is in the leadmode, it provides control of the brake pipe. If not, the brake pipecut-off 86 is activated to isolate the brake pipe from the brake pipecontrol brake pipe relay 84.

The brake pipe control portion BPCP includes brake pipe ventingindependent of the brake pipe relay 84. A pneumatic brake pipe ventvalve PVEM 87 vents the brake pipe in response to pneumatic signals. Oneof the pneumatic signals is the 21 pipe from the automatic handle 31 ofthe electric brake valve EBV of FIG. 7. The second pneumatic input forthe brake pipe vent valve 87 is from electropneumatic valve MVEM 89. Itreceives its control signal from the local control node. The localcontrol node monitors the brake pipe through the brake pipe transducer71 and upon sensing an emergency reduction, activates theelectropneumatic valve MVEM to activate the brake pipe vent valve 87 toimmediately vent the brake pipe. This propagates and accelerates theemergency signal transmission down the brake pipe.

Different from the prior system of FIGS. 1 and 3, an additionalelectropneumatic valve, EMV 182 is provided to provide a pneumaticsignal to activate the brake pipe vent valve 87 in response to anelectrical signal EMV from the integrated process module IPM. The IPMprovides back-up to the local control node and the electrical magneticvalve 89 and the electric brake valve EBV. The IPM may activate anemergency brake condition independent of the operator handle or brakepipe pressure.

The 16 pipe control portions 16CP or brake signal portion includes acontrol node connected to the LON works and receives the 24 volt poweras shown in FIG. 13. The brake cylinder is monitored by brake cylindertransducer 73 and also includes a brake cylinder test point TPBC. Themain reservoir MR is connected to the control reservoir pressurecontroller 91 which include apply and releases valves under the controlof the control node with their output monitored by the 16 pipetransducer 74. The output of the control reservoir pressure controller91, which is a brake signal, is provided to electromagnetic MV 16 underthe control of the control node whose output is connected to a controlreservoir select valve PVTV 192. The other input to the controlreservoir select valve 192 is a control reservoir back-up signal 16 TVfrom the triple valve 93, illustrated in FIG. 17.

In normal operations, the select valve 192 selects the output of thecontrol reservoir pressure controller 91 and provides its output to adouble check valve 96. The other input of the double check valve 96 isfrom an emergency valve PVE 95 which receives its control input from adouble check 94 which selects the higher of the brake pipe pressure BPor the actuating pipe pressure 13. A regulator valve ELV connects themain reservoir to the emergency valve 95.

The 16 control portion also includes a second brake pipe transducer 71'.Not only does the extra brake pipe transducer 71' act as a back-up tothe brake pipe transducer 71 in the brake pipe control module of FIG.12, but also allows the control node of the 16 control portion todirectly and independently determine brake pipe pressure. The output ofthe control reservoir pressure controller 91 is provided as a pneumaticsignal 16 ERBU to an equalization reservoir select electropneumaticvalve which is controlled by the electrical signal 16 ERBU SELECT fromthe control node of the 16 control portion. This allows the control nodeof the 16 control portion to operate the control reservoir pressurecontrol 91 as a back-up for the equalization reservoir control module82.

The equalization reservoir backup valve 181, as illustrated in FIG. 14is located in the 13 control portion, transmits the 16 ERBU signal underthe control of the electric 16 ERBU signal as the equalization reservoirback-up signal ERBU to the equalization reservoir select valve 180 inthe equalization reservoir control portion of FIG. 11. It should benoted that the location of the equalization reservoir back-up valve 180on the 13 or actuating portion of FIG. 14 is a matter of convenience andavailability of real estate. Since the location can be anywhere withinthe system, preferably to be part of the 16 control portion of FIG. 13or the equalization reservoir control portion of FIG. 11, but neitherhad sufficient space to accommodate an additional electropneumaticvalve.

When the output of the control reservoir pressure controller 94 is usedas the equalization reservoir back-up, the secondary brake signal 16 TVfrom the triple valve 93 of FIG. 17 is provided as the brake signalinput to the 16 pipe. As will be discussed with respect to FIG. 17, thisis purely a pneumatically driven signal off the brake pipe and not anelectrically controlled signal under a control node. A control node ofthe 16 control portion also receives the dynamic brake begin signal TL21.

The 13 control or actuating pipe control portion 13CP as illustrated inFIG. 14 includes a control node receiving the LON Network and a 24 voltpower line. It also receives an electrical input signal MV 13 which isan electrical bailoff signal from the electric brake valve EBV of FIG. 7via the relay K1 of the power supply and junction box of FIG. 10. Thecontrol module 13CP controls the 13 pipe by an actuating pressurecontroller 99 which includes an electropneumatic supply valve MV 13S, apneumatic cut-off valve 13 CO and an electropneumatic vent valve MV 13E.A 13 transducer 76 is connected to the control node and a pressure testpoint TP13 is also provided in the 13 control portion.

The independent application and releasor 20 control portion 20CP asillustrated in FIG. 15 includes a control node connected to the LONNetwork and receiving a 24 volt power supply. The control node controlsthe independent pressure controller 98 which includes an apply andrelease valve. A pair of 20 pressure transducers 75,75' and a 20 pipetest point TP20 are also provided in the module. The output of theindependent pressure controller 98 is provided through anelectropneumatic valve MVL/T to a relay valve REL/P. The output of therelay valve is provided by a piloted cut-off valve PVL/T to the 20 pipe.The electropneumatic valve MVL/T also includes a cut-off valve portionto simultaneously disconnect the independent pressure controller 98 fromthe relay REL/P and to disconnect the output of the relay REL/P from the20 pipe.

The brake cylinder control portion BCCP as illustrated in FIG. 16includes a control node connected to the LON Network and receive a 24volt power supply. The other input to the control node is the dynamicbrake begin signal TL 21. As previously discussed, preferably a controlnode is provided. In the embodiment of FIG. 9, the control node is notprovided and the TL 21 wire is connected directly to the dynamic brakeinterlock DBI1 illustrated in dash lines. A double check valve DCV 194provides the higher of either the 16 pipe signal or the 20 pipe brakesignal to control the brake cylinder relay 37 which controls the brakecylinder port BC.

A port is provided on the brake cylinder control portion BCCP to receivea resetting dynamic brake interlock DBI1 as illustrated in FIG. 9. Ifthe dynamic brake interlock DBI1 is not provided in the port, the portis capped and there is a direct connection between the 16 pipe input andthe double check valve 194. If a dynamic brake interlock DBI1 isprovided, it is under the control of the control node in response to thedynamic brake begin signal TL 21, and will allow resetting of thepneumatic brake control after the dynamic brake is released.

The triple valve module of FIG. 17 includes a control node connected tothe LON Network and receives a 24 volt power supply. As with the brakecylinder control portion, a dynamic brake signal TL 21 (BG) is providedto the control node to control a dynamic brake interlock DBI2. Thecontrol node may not be used and the signal may be connected directly tothe dynamic brake interlock. The dynamic brake interlock DBI2 is shownin phantom. The dynamic brake interlock DBI2 is received in a port inthe control in the triple valve control module, as shown in FIG. 9,between the main reservoir MR and a double check valve DCV. The dynamicbrake interlock DBI2 is a non-resetting interlock. When the dynamicinterlock DBI2 is not present, the main reservoir is blocked and the 13pipe is connected directly to the bail off valve BO. Theelectropneumatic control portion EPCU may include no dynamic brakeinterlock or a first or second, but not both. The second input to thedouble check valve is the 13 pipe. Higher of the two signals is providedto a pneumatic bailoff valve as well being fed back to the 13 portion.

A triple valve DBTV is responsive to the difference in the brake pipeand an auxiliary reservoir pressure to charge the auxiliary reservoirfrom the brake pipe and to provide an output signal to the bailoff valveBO. The output of the bailoff valve is provided as a pneumatic secondaryor back-up brake cylinder brake signal at output 16 TV. This is providedto the 16 portion. electropneumatic components are mounted.

The control nodes of each of the modules or line replacement units ofthe electropneumatic control is made of a single design. The controlnode provides electrical control of the control portion andcommunication with other modules as well as the rest of the system bytransmitting commands and data over the LonWorks Network. The controlnode reads analog transducers and drives the magnetic valves on thecontrol portion with its designated function and the commands it hasreceived. The operation of the control node is controlled by softwarewhich is reprogrammable in the field. It is also capable of maintaininga history or a log of the control portion and system information whichis important for its operational reliability as well as informationwhich is available for diagnostics and trouble shooting.

The standard block is illustrated in FIG. 18. A Neuron communicatesthrough a transceiver with the LON Network. It includes a power resetcircuit and an oscillator. The power source receives the 24 volt DCinput and provides 5 volt DC digital and 5 volt DC analog output. Itincludes a flash ROM and a non-volatile RAM. Four analog inputs areconditioned by an input signal conditioner and four channel multiplexedanalog to digital converter converts the analog the inputs to digitalfor the Neuron. One of the inputs is provided as an analog signal to anEPA circuit and to a high level driver for four magnetic valveoptidrivers. A digital to analog converter connects the Neuron to theEPA circuit. The EPA circuit is a closed loop analog driver of the AW4which provides pulse with modulated signals to electropneumatic applyand release control valves. Two digital inputs are optically isolatedand connected to the system. The connection of the control node of FIG.26 for five of the control portions or modules is shown in Table 1.

    ______________________________________                                            Generic Signal                                                                      System Signal Assignment                                             Name     BPCP    ERCP     13CP  16CP    20CP                                 ______________________________________                                        Digital #1                                                                              --      --       --    BGTL     --                                  Analog #1      BPT                                                                                  MRT      13 T                                                                             16 T     20 T                               Analog #2      FLT                                                                                  ERT        BCT  --    --                                Analog #3      MRT                                                                                  --        --                                                                                --       --                               Digital MV #1                                                                             MV53     MVER     MV13S                                                                            MV16      MVLT                               Digital MV #2                                                                            MVEM      --         MV13E                                                                          MVERBU  --                                   Digital MV #2                                                                            MVEM      --         MV13E                                                                          MVERB    --                                  Digital MV #3                                                                            --          APP     --                                                                                 APP     SUPP                              Digital MV #4                                                                            --          REL     --                                                                                 REL     REL                               ______________________________________                                    

The specific wiring of the wiring harness 100 is illustrated in FIG. 19.The dashed lines around the brake control portion BCCP and the triplevalve DBTV illustrate that these connections may not be provided by thewiring harness in the configuration if there is no control node theconnection of the wire for the dynamic brake interlock may be in theharness 100 or may be a separate direct connection.

By mounting the power supply and junction box PSJB on the manifold 104,the manifold acts as a heat sink for the power supply. This provides asubstantial mass of metal as a heat sink. It reduces the physical sizeof the power supply since an additional heat sink is not required. Theheat does not adversely affect the operation of the pneumatics.

FIGS. 5 and 6 indicate that each of the electric pneumatic control unitsinclude a module ID. This ID is stored in its control node or otherstorage device on the module. This module ID is communicated to theintegrated processor module IPM. The IPM can keep a log of the specificID of the individual modules. No two modules will have a duplicatenumber. Thus, the IPM can keep a log of which units are in the system,how long they have been in the system and what conditions they have beenexposed to, and also verify in the look-up table whether that ID is anappropriate structured module for the train configuration. Also, ifdefects are sensed for that module, the control node and IPM can recordsuch information. Also, since each of the modules are line replaceableunits, and include a control node with its memory, it can also recordevents and data for future use and diagnostics when the system is takenin for repair or the individual modules are removed or tested.

The IPM can use the module ID to detect when a module has been replacedand then use this knowledge to clear the event log for its summary, andpredictive summary files for the new module. Each of the control nodescan record an event log. The event log is a data store that contains runtime information. The system can include background diagnostic,predictive diagnostic and maintenance information and self-test failureto program errors, fail program reach-out. By providing a localcontroller to each module, the modules are substantially intelligentallowing communication with other modules and the system as well asmaintaining a history or log of events, unique to that particularmodule.

With respect to the history, the IPM can test and monitor the system atpower-up or when a new module is added. The information on the module isan identification number ID, the revision level of its software, historyof what system it has been on with date and time. It may also includemodule faults and a short snapshot of the system variables at failure.It may also include, for example, the cycle counts for apply and releasevalves. The collection of this information at the individual modules bythe IPM, allows analysis and early repair of parts with or withoutfailure, even without failure during normal maintenance or when thelocomotive is brought into the yard.

The control nodes also have the capability to have new versions ofapplication software down loaded. The IPM can also use the programrevision to determine whether modules of the system are running oncompatible versions of the software. Because of the distributed design,this is important. The IPM can read all versions of software of each ofthe line replaceable units and the electrical brake valve. It candetermine which versions are compatible with each other. If there isincompatibility, it will download appropriate older versions to the linereplacement unit or the electrical brake valve to match thecompatibility of the oldest software. Alternatively, if there is enoughstorage available at each of the modules, the modules may switchthemselves between appropriate versions to maintain compatibility. Withrespect to 16 CP, the control node 16 may include the software tooperate as a 16 control valve and the software to operate theequalization reservoir portion. Alternatively, it may include only thesoftware to operate as a 16 portion with the software for theequalization reservoir down loaded upon a change of its roles.

As can be seen from FIGS. 5 and 6, the handle position from thecontroller logic of the electric brake valve EBV is provided to the EPCUand most of the line replaceable units. The control node controls thepressure at its module using the handle position as the target pressurevalue.

Calibration parameters and calibration data are exchanged between theEPCU and the IPM. One method of calibration is to command a specificpressure at a specific port on the manifold by transmitting a pressurevalue from the IPM to the EPCU. The actual value is measured externalthe EPCU and a comparison made between the actual measured value and thevalue measured by the EPCU. The offset can then be adjusted either atthe IPM or at the individual modules of the EPCU.

The operating node for the electronic air brake system (EAB) includefreight, passenger, lead cut-in, lead cut-out, and trail. Thisinformation is provided as illustrated in FIG. 5 between the IPM and theEPCU. The device status is the status of a device in each of themodules. This is generally a digital value representing either that thedevice is opened/closed, energize/de-energize, ETC. The IPM heartbeat issent between the IPM and the EPCU. The modular operating modes includenormal, monitor and test. If the command to be in the test or monitormode is interrupted, the EPCU modules operate in their normal mode. Ifthe heartbeat is transmitted in combination with either the monitor modeor the test mode, the EPCU and their individual modules are maintainedin their monitor test mode as long as the heartbeat is sent.

When the EPCU is operated in its normal mode, any device overridecommand is ignored. In the monitoring mode, the modules operatenormally. All device override commands will be obeyed. This allowsindividual devices to have their status changed during the normaloperation of the remainder of the modules. In the test mode, the modulesdo not perform this normal device control operations. The device iswilling to be controlled by device override commands.

Although the control nodes are Neuron chips are part of the LonWorks,the control node may also be a microcomputer in a computer network.

Although the present invention has been described and illustrated indetail, it is to be clearly understood that the same is by way ofillustration and example only, and is not to be taken by way oflimitation. The spirit and scope of the present invention are to belimited only by the terms of the appended claims.

What is claimed:
 1. A modular locomotive brake control unit comprising:amanifold having mounted thereon at least two of brake pipe module, brakecylinder module, brake signal module, equalization reservoir module,independent brake module and actuating module; a storage havingidentification data therein on each of said modules; and a unitcontroller for receiving said identification data from each of saidmodules.
 2. A control unit according to claim 1, wherein each of saidmodules includes a module controller including and connecting saidstorage to said unit controller.
 3. A control unit according to claim 2,wherein said module controllers store event data.
 4. A control unitaccording to claim 2, wherein said module controllers store an operatingprogram and program identification data.
 5. A control unit according toclaim 4, wherein said unit controller receives said programidentification data from said module controllers.
 6. A control unitaccording to claim 4, wherein said unit controller transfers operatingprograms to said module controllers.
 7. A control unit according toclaim 2, wherein each of said modules include a pressure transducerconnected to said module controller and said unit controller receivessaid pressure values from said module controllers.
 8. A control unitaccording to claim 2, wherein each of said modules include anelectropneumatic device connected to said module controller and saidunit controller receives device status from said module controllers. 9.A control unit according to claim 8, wherein said unit controller sendsdevice override commands to said module controllers.
 10. A control unitaccording to claim 8, wherein said device controls pressure at saidmodule to a target pressure in response to brake handle position signalsreceived by said module controller; and said unit controller sendstarget override pressures to said module controllers to override handleresponsive target pressure.
 11. A control unit according to claim 8,wherein said device controls pressure at said module to a targetpressure; and said unit controller sends target pressures to said modulecontrollers.
 12. A control unit according to claim 2, wherein said unitcontroller sends module override mode commands to said modulecontrollers.
 13. A control unit according to claim 2, wherein said unitcontroller sends operating mode commands to said module controllers. 14.A control unit according to claim 2, wherein said unit controller sendscalibrating data to said module controllers.
 15. A control unitaccording to claim 2, wherein said module controllers includes an eventlog and stores data therein.
 16. A control unit according to claim 15,wherein said module controllers stores data in said event log upondetermining an event.
 17. A control unit according to claim 15, whereinsaid module controllers stores data in said event log upon predicting anevent.
 18. A modular locomotive brake control unit comprising:a manifoldhaving mounted thereon at least two of brake pipe module, brake cylindermodule, brake signal module, equalization reservoir module, independentbrake module and actuating module; each of said modules includes amodule controller; an electropneumatic device connected to said modulecontroller and controlling pressure at said module controller; and aunit controller connected to each of said module controllers.
 19. Acontrol unit according to claim 18, wherein said unit controller sendscalibrating data to said module controllers.
 20. A control unitaccording to claim 18, wherein said device controls pressure at saidmodule to a target pressure; and said unit controller sends targetpressures to said module controllers.
 21. A control unit according toclaim 18, wherein said device controls pressure at said module to atarget pressure in response to brake handle position signals received bysaid module controller; and said unit controller sends target overridepressures to said module controllers to override handle responsivetarget pressure.
 22. A control unit according to claim 18, wherein eachof said modules include a pressure transducer connected to said modulecontroller and said unit controller receives pressure values of saidpressure transducers from said module controllers.
 23. A control unitaccording to claim 22, wherein said modules send said pressure values ofsaid pressure transducers to another module controller.
 24. A modularlocomotive brake control unit comprising:a manifold having mountedthereon at least two of brake pipe module, brake cylinder module, brakesignal module, equalization reservoir module, independent brake moduleand actuating module; each of said modules includes a module controller;a unit controller for interfacing with locomotive units; a brake handlecontroller; and a communication network interconnecting said modulecontrollers, said unit controller and said brake handle controller. 25.A control unit according to claim 24, including a junction box on saidmanifold and said module controllers are connected in saidcommunications network with said unit and brake handle controllersthrough said junction box.
 26. A control unit according to claim 24,wherein said controllers are connected as nodes in a LonWorkscommunications network.
 27. A control unit according to claim 24,wherein said communication network includes electropneumatic brakecontrollers on individual cars in a train.
 28. A control unit accordingto claim 24, wherein said module controllers and brake handle controllereach include identification data; and said unit controller receives saididentification data from said module controllers and brake handlecontroller.
 29. A control unit according to claim 24, wherein saidmodule controllers store event data.
 30. A control unit according toclaim 29, wherein said unit controller receives said event data fromsaid module controllers.
 31. A control unit according to claim 24,wherein said module controllers and brake handle controller each storean operating program and program identification data; andsaid unitcontroller receives said program identification data from said modulecontrollers and brake handle controller.
 32. A control unit according toclaim 31, wherein said unit controller transfers operating programs tosaid module and brake handle controllers.
 33. A control unit accordingto claim 31, wherein said unit controller and said module controllerseach include a clock and said unit controller periodically sends a timesignal to said module controllers.
 34. A modular locomotive brakecontrol unit comprising:a manifold having mounted thereon at least twoof brake pipe module, brake cylinder module, brake signal module,equalization reservoir module, independent brake module and actuatingmodule; a module controller on each of said modules; and said modulecontrollers include an event log and stores data therein.
 35. A controlunit according to claim 34, wherein said module controllers stores datain said event log upon determining an event.
 36. A control unitaccording to claim 35, including a unit controller; and wherein saidmodule controllers send an event signal to said unit controller uponevent determination.
 37. A control unit according to claim 34, whereinsaid module controllers stores data in said event log upon predicting anevent.
 38. A control unit according to claim 34, including a unitcontroller; said unit controller and said module controllers eachinclude a clock; and said unit controller periodically sends a timesignal to said module controllers.
 39. A modular locomotive brakecontrol unit comprising:a manifold having mounted thereon at least twoof brake pipe module, brake cylinder module, brake signal module,equalization reservoir module, independent brake module and actuatingmodule; each of said modules includes a module controller havingoperating modes; an electrical device connected to said modulecontroller and having a status; a unit controller connected to each ofsaid module controllers for controlling the mode of said modules andoverriding the status of the devices.
 40. A control unit according toclaim 39, wherein said module controllers ignore device overrides whenin a normal mode and obey device overrides in a test mode.
 41. A controlunit according to claim 40, wherein said module controllers store anoperating program, execute said operating program in the normal mode andnot in said test mode, and obey device overrides and execute saidoperating program in a monitor mode.
 42. A control unit according toclaim 39, wherein said module controller has a normal mode and a testmode, and is in said normal mode in absence of a test mode command fromsaid unit controller.
 43. A control unit according to claim 39, whereinsaid module controllers store an operating program and said unitcontroller transfers operating programs to said module controllers. 44.A modular locomotive brake control unit comprising:a manifold havingbrake pipe, brake cylinder, equalization reservoir, supply andindependent brake ports; a brake pipe module mounted on said manifoldand controlling pressure at said brake pipe port; a brake cylindermodule mounted on said manifold and controlling pressure at said brakecylinder port; an electropneumatic equalization reservoir module mountedon said manifold and controlling pressure at said equalization reservoirport; an electropneumatic independent brake module mounted on saidmanifold and controlling pressure at said independent brake port; anelectropneumatic brake signal module mounted on said manifold andproviding pneumatic brake signals to said brake cylinder module; and atleast each of said electropneumatic modules including electropneumaticand pneumatic elements and a module controller.
 45. A control unitaccording to claim 44, wherein said module controllers have a commonstructure including:a processor; plural analog input ports connected tosaid processor; plural digital input ports connected to said processor;and plural digital output ports connected to said processor.
 46. Acontrol unit according to claim 45, wherein said processor include aclosed loop pressure controller receiving inputs from said processor andone of said analog input ports and providing outputs on at least one ofsaid digital output ports.
 47. A control unit according to claim 45,wherein said common structure includes a power converter converting a DCinput voltage at a first value to DC output voltage at a second valueless than said first value.
 48. A control unit according to claim 45,wherein said common structure includes a transceiver connecting saidprocessor to other controllers.
 49. A control unit according to claim48, wherein said processor is a node connected in a network by saidtransceiver.
 50. A control unit according to claim 44, wherein each ofsaid module controllers include a storage having identification datastored therein.
 51. A control unit according to claim 50, wherein saidmodule controllers store event data in said storage.
 52. A control unitaccording to claim 44, wherein said module controllers are connected ina communications network with each other.
 53. A control unit accordingto claim 44, wherein said module controllers are connected with eachother by a wiring harness.
 54. A control unit according to claim 44,including a junction box on said manifold connecting saidelectropneumatic modules to an external source of electrical signals.55. A control unit according to claim 44, including at least onepressure transducer on each electropneumatic module connected to saidmodule controller.
 56. A control unit according to claim 44, includingtwo brake pipe pressure transducers, each on a separate module,connected to a module controller.
 57. A control unit according to claim56, including two supply pressure transducers, each on a separatemodule, connected to a module controller.
 58. A control unit accordingto claim 44, wherein said brake pipe module includes at least oneelectropneumatic valve and a module controller.
 59. A control unitaccording to claim 44, an electropneumatic actuating module mounted onsaid manifold and controlling pressure at an actuating port on saidmanifold; and said actuating module includes electropneumatic andpneumatic elements and a module controller.